Breakthrough Trends

Oct 1, 2013

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The Just-Right Wheel Size for Mountain Biking

Mountain bike wheels originally measured 26 inches in diameter because that was the size the pioneers of the sport used on the old cruisers and balloon-tire newsboy frames that they adapted to create the first models. Around 2004, another option became popular: bigger, 29-inch wheels—roughly the same size as a road bike’s. They roll over obstacles such as rocks or water bars more easily and, though less maneuverable on some tight trails, they seem faster overall. But the frames necessary to accommodate the bigger wheels feel unwieldy to some riders, especially shorter ones. What just might be the best size of all is about to become widely available: 27.5-inch wheels. Based on an older road-bike standard called 650b (and sometimes still referred to by that term), these wheels look to be a Goldilocks solution for mountain ­biking—just right, offering most of the responsiveness and compactness of 26ers, and most of the speed and stability of 29ers. Trying to decide which wheel to buy can be confusing when there are three sizes (with four names). But based on our test rides and the trend’s acceptance by influential manufacturers such as Giant—which will use the 27.5 size for most of its 2014 mountain bikes, including the $8,050 Lust Advanced 0 shown here—we see these wheels as an ideal option for many riders. For now.—Selene Yeager

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Accessible Data

For some riders, one of the pleasures of cycling comes from uploading data to Strava or other social-media networks, where it can be scrutinized and compared (and, not insignificantly, bragged about). But the cycling-specific GPS units that collect all the information have been pricey. Garmin’s top-of-the-line 810 costs $500: expensive but fair for a device that can also give you turn-by-turn directions, find the nearest convenience store, and let others track your ride in real time. But even the company’s ubiquitous Edge 500, once an entry-level product, is not cheap at $250. Next year, you won’t have any trouble finding your way to some comparative bargains: Soleus’s Draft will cost $100, and Cateye will offer the $150 Stealth 50 (shown). It works with an array of ANT+ sensors such as heart-rate monitors and power meters for riders who are into structured training, and it can upload files directly to Strava. You can anoint yourself king of your local mountains without needing the riches of one.—Matt Phillips

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Wide is the New Thin

For performance road riding, tire widths go in and out of fashion independent of any scientific ­verdicts on their capabilities. In the past few years, however, riding gravel and dirt roads on stock road bikes has become popular and more riders are choosing tires 25mm and wider. To meet demand, benchmark companies such as Vittoria, Michelin, Panaracer, and Challenge­ have unveiled performance-­oriented, smooth-treaded tires as wide as 32mm. There is good reason to ride wider rubber: It’s generally—though not universally—agreed that starting at about 19mm and going up to about 28mm, tires gain traction as they get wider. This can make you safer, reduce rolling resistance, and (because the tires need less air pressure) more comfortable. Even so, one of the narrowest sizes commonly available, 23mm, has been the go-to tire for at least a decade. No doubt, 2014 will be the year weekend shop rides across the country will be populated by more wide rubber than skinny. If you want to see what fat is all about, mount the redesigned Michelin Pro4 Service Course in 25mm trim. At 218 grams, it’s light enough for general pavement use, gives the best ride feel of any Michelin we’ve tested, and has a tough, puncture-resistant belt. If you’re especially flat-prone or frequently ride on rough roads, consider the slightly heavier, $75 Pro4 Endurance shown here.—Joe Lindsey

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Power Up!

When the Specialized Turbo arrived, I flashed back to the 2011 morning when mountain-bike-pioneer-turned-cycling-advocate Gary Fisher visited Bicycling and, holding our staff rapt, raved, lectured, and ruminated about coming innovations in transit cycling. He proclaimed that electric bikes were the future, but said, “The right bike for the US has not yet been created.” A year later, Specialized introduced the Turbo in Europe, then brought it to the United States in 2013. Hey, Gary: The bikes are here. The ­Turbo, along with two from Swiss brand Stromer, are sleek and make you feel in all the important ways (such as handling and balance) as if you’re riding a regular bike, except with superhuman legs. Hills become bumps, you can cruise as fast as cars on city streets, carry loads as if they were weightless, and commute sweat-free. We’ve found that one charge is enough to boost a typical day’s worth of errands and commuting. Battery life should improve, and prices should drop (the Turbo shown here costs $5,900), but for the first time, these juiced-up rides are ready for prime time—except, as our 51.5-pound test bike has demonstrated, for those who need to carry the bike up or down flights of stairs.—Andrew J. Bernstein

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Safer, Faster, Smoother Braking

Disc brakes—in which calipers slow you by clamping down on a metal disc mounted at the wheel’s hub—have been common on mountain bikes for years, and in 2012 were approved by the UCI, which governs bike racing, for use on cyclocross bikes. This type of brake is more reliable in wet and gritty conditions, and seems to provide better control and, some say, more stopping power. In 2013, SRAM and Shimano unveiled hydraulic disc brakes for the road. Next year, we’ll see a significant number of frames from influential companies that take advantage of the new technology—and for good reason. The Pinarello DogmaK Hydro I tested changed how I rode. I found myself braking later and harder approaching corners, confident that the SRAM Red 22 discs would keep me in control. And I could still attack the uphills: At just 15.2 pounds, the Hydro gave up little in terms of weight compared with a rim-brake bike. Disc braking exerts different forces on a bike, so expect new types of forks, dropouts, and headsets—our test wheels used a 10mm thru-axle instead of a standard quick-release—and, eventually, wider tires. (The tire no longer has to pass through a caliper, so there’s room for a wider tread. This creates a bigger contact patch with the ground to let you slow your bike even quicker, with less risk of skidding.) The Pinarello I tested will cost between $11,000 and $11,500, but there are more attainable options: The Specialized Roubaix SL4 Sport Disc SRAM C2 costs $2,900—the kind of price that means there’s no stopping this trend.—Joe Lindsey

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Casual Gets Cool

The rebellion against spandex is nothing new. When mountain biking exploded in popularity in the ’90s, boutique cycling brands based mostly in Southern California created apparel such as baggy shorts that adopted styling cues from the long-established keepers­ of cool: surfers. In the same era, the iconic brand Swobo was the first to successfully bring a gritty urban and bike-messenger vibe to cycling wear. The current aesthetic is more refined, mature, and upscale, closer to the look of a runway than a runaway. It’s also more functional, thanks largely to advances in fiber ­technology. Giro’s New Road waterproof jacket,­ for example, looks like a slim-fitting, heathered-wool top but is made from a ­breathable ­synthetic that’s wind- and water-resistant. Kitsbow’s tailored merino wool-blend Rudy jersey­ is equally suitable­ for singletrack or a lunch date. The Club Ride Ray jeans ($110) shown here look like hip, quality denim when you’re strolling through a bookshop, then reveal their ride-­worthiness once you’re on the bike. The waist rises high in the back for coverage, articulated knees offer ­comfortable pedaling, extra material ­protects where the saddle rubs, and, when you turn the cuff up, reflective material is visible to ­traffic.—Matt Phillips

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The Price of Speed Drops

For years, plummeting bike weights enticed prospective bike buyers, racers, and anyone interested in riding fast. Lightness was sexy—and manufacturers engaged in heated technology wars to undercut each other by a few grams. Lately, aerodynamic frames convinced just about everyone that slightly heavier bikes could be faster most of the time, and since then the ability to slice through the wind has become more coveted than being able to loft a bike with one finger. Next season will be the first time these sleek bikes are widely available for less than $2,000. One example: The aluminum Trek 1.5 shown here costs only $1,200 and is the lowest-priced Trek yet to include aero sculpting. The tubes are shaped into simpler versions of those found on the company’s high-end carbon Madone. The Madone’s Kammtail Virtual Foil tubes have a rounded leading edge and a flat trailing edge that exploit the wind’s tendency to curve around a whole airfoil such as a plane’s wing. Trek’s road-product manager, Anders Ahlberg, was careful to point out that the tubes on the 1.5 aren’t as finely tuned as the Madone’s, so the boost in speed won’t be pro level—but neither is the price.—Andrew J. Bernstein

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11-Speed Made Simple

Since the 1970s, when most rear wheels held five speeds, bikes have gained a cog or two each decade. Sometimes the transition was trouble-free, but other instances required new chains, derailleurs, shifters, wheels, or wider dropouts. The 11-speed cassette has been around since Campagnolo introduced it in 2009, and it has become standard for the Italian company. The other two major component companies were a few years behind: SRAM released its XX1 mountain bike group in 2012; and in 2013 Shimano produced its 11-speed Dura-Ace 9000 road group (and its electronic equivalent, 9070). In 2014, 11-speed goes mainstream with a lower-priced group from Shimano, Ultegra 6800, and four drivetrains from SRAM: Red 22 and Force 22 for road (first seen early in 2013), and X01 and XX1 for mountain bikes. Of all these, SRAM’s wide-ratio cassettes for mountain biking are real game changers. The one we show here sweeps from a 10-tooth small cog to an amazing low-gear platter of 42 teeth—a spread wide enough to let you ride with just a single front chainring, which eliminates the need for a front derailleur and shifter, and decreases the likelihood of dropped chains. It’s an elegant solution that proves, at least this one time, you can get more from less.—Ron Koch

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